Automatic car, air, and electric coupling mechanism.



C. IH. TOMLINSON.-y y AUTOMATIC CAR, AIR, `AND ELECTRIUCOUPLINGM-ECHANISM.

Patented Apr. 17,1917.

5 SHEETS-SHEET l.

APPLICATION FILED MAR. 6| 1914.

Wineisvff v l ,N M venan? c. H.I0IvIIINs0N. AUTOMATIC CAR, AIR, ANDELECTRIC COUPLING NIEC'HANISM.

APPLICATION FILED MAR. s. I9'I4.

Patented Apr. 17,1917

.SNI @vn-Imm?.

m www.

. IC. H. TOM'LINSON.

AUTOMATIC CAR, Am, AND ELECTRIC couPL'lNG MEQHANIS'M...

Patented Apr. 17,1917. l

@SHEETS- SHEET 3.

APPLICATION'HLED' MAR. 6.1914.

. r. (Ll t f lr: "1 e .54

' JAW c. H. T0ML|NS0N-` AUTOMATIC CAR,-A1R,AND ELEcTRlc coUPLlNGMECHVANISM.

lAPPLICATION FILE MAR. 5. 1914.

Patent-ed Apr. 17, 1917..

`5 SHEETS-SHEET 4.

i AUIONIATI CAR, AIR, AND'ELECTRIC COUPLING MECHANISM..

APPLICATION FILED MAII. 6.1914. I

Patented Apr. 17, 1917,

MHA/@W In V622 Z 01:

' cIIAItLEs H. roMLINsoN, oF MANsrIELn, o'HIo.

. AUTOMATIC can, AIR, AND ELECTRIC couPLING MECHANISM.

To all whom t may concern:

Be it known that LCHARLE's-H. TOMLIN- soN, a citizen of the UnitedStates, residing at Manslield, in the county of Richland and State ofOhio, have invented certain new and useful Improvements in AutomaticCar,

Air, and Electric Coupling Mechanisms, of

which the following is a' specification. v

The invention relates to an improved car coupling system designed to beautomati- -callyoperatedy in so far as the mechanical car couplingdevice is concerned, and the usual air and electric systems are alsoautomatically coupled atthesame time, with the exception of theoperation of certain valves or switches which may be manipu- 'lated by atrainman in the cab of one of the cars or from the ground adjacenteither car.

The primary object of the invention is to construct 'a system ofcoupling devices for mechanically connecting cars aswell asconnecting'the electrical and the air systems,

whichl shall be as nearly automatic as possible, and at the same time beunder the control of the trainman without leaving his cab orstation onone of the cars.

Other objects of the invention relate tol various details ofconstruction and arrangement lof the parts which are shown' inthedrawings, described in thespeciication and more specifically referred toin the claims.

In the said drawings, Figure l is a side elevation of two cooperatingcoupling devices shown on cars, the adjacent ends of which are shown vinside elevatiouwith the car bodies in section disclosing in sideelevation the coupling mechanism on the interior of the car body ortrainmans cab, with the exception of the fluid and electricalconnections, which are diagrammatically illustrated. In this view,broken portions of the track and car trucks also appear; Fig. `2 is ahorizontal section taken longitudinally -through two adjacent carcoupling devices, showing the construction of the car coupler for beingoperated automatically in both the coupling and uncoupling operations,while iFig.A 3 is va side elevation of the same parts, aportion of oneendv of 'onejof the couplers. being in section to disclose the cylinderfor operatingthe couplers in the uncoupling operation;

Fig. 4 is a section through the air cylinder for operating thecouplers,being taken Speciicatidn of Letters Patent. Patented Apr, 17,1917, Appiieation fued March 6,1914. serialn'o. 822.862.

approximatelyon line 4-4 of Fig. 3, the .l

view being in the direction of the arrows;

Fig. 5 is a sectional view through the main valve, showing theelectrical,` airl and mechanical devices for. operating same. This Viewis' on line 5 5 of Fig. 6, which latter figure is a view takenapproximately on line 6-6 of Fig. 5, showing a portion of the valvel andits operating mechanism in section; f f i Fig. 7 is .an enlarged view inside elevation of the car and electrical coupler mechanism, with aportion of the electric coupler mechanism in section in order todisclose the Adetails of construction thereof;

Fig. 8 is a crosssection through the main Figs. 10 and411 aremodifications of the electric signal apparatus for indicating theposition of the main valves.

In Fig. 1 thegeneral arrangem nt o'f the invention -isbest illustrated,an 'in this view and throughout the drawings like reference charactersare used to designate` like parts. `As isA well known in couplingmechanisms, these devices are employed onthe ends of cars adapted to becoupled together in. trains of two or more cars, and tlae`suc.

cessful operation of the .device .depends .upon each of two 'or vmorecars being.

equipped with like or similar devices.

Therefore in the assembled .view of Fig. 1`

and in some of the other drawings,4 portions of similar coupling deviceson two contiguous cars are shown and this manner of showing theinvention obviously results in a duplication of somev of the parts, butitv will be seen that -the same reference characters are applied'to the.ame parts although they appear as a part o systems in different cars,as, for example, the two portions of cars shown'in Fig. 1, in which theends of the cars are shown in Section and portions thereof aredesignated generally v=by the reference character 10. In Fig. l, a trackis shown,l therails of which are designated by the reference character11, and a portion of the `truck wheels 'in each of the two cars isdesignated by the reference character 12.

13 designates generally the -casings of the draft. gears or couplingbars, which are preferably ofthe automatic type, exampleA in mypendingappllcation for"v United States Letters 659,083, led- November 8, 1911'.These car couplingdevices are shown in longitudinal sectional view inFig. 2, and side elevation in Fig. 3. These coupler heads `or draft Adevices are provided with the coupling 'devicesor hooks 14 pivoted inthe coupler heads at15, and are provided with engaging portions asshown,so that when two of these coupler heads are in engagement thecoupling devices may be inter-locked, as shown for example in Fig. 2, tocouplethe cars together. Ina car couphng `deviceof this type, it maybearranged to be autoi matic in the coupling operation'and handoperated oroperated by any desired mechanical means for the uncoupling operation.

In the embodiment of the coupling device in my'application Serial No.659,083, referred to, the device is automatic in the coupling operation,since the couplingdevices 14 are normally held'in engaging orinterlocking positionv Y when the, coupler heads are brought together-by the elastic members or' springs 16. In the present em bodiment Aofthe invention,the uncoupling operation is also madeautomatic by the pro-Ysu vision of means to be described for automatically operating the camlevers 17, which corresponding levers in my prior application referredto were adaptedto be operated only by hand for ,uncouphng The cammembers which eifectthis separation of the engaging coupler hooks 14 are,desigf nated by the referencel character 18, Fig. 2.

The coupler heads or draft 'gears 13 are swiveled to the under side ofthe car bodiesv in the usual or any desired manner to allow them to havethe desired flexibility necessary in 'car couplings, d ue to curves andirregularities in tracks, ment of the draft gears shown they v arecushioned by suitable springs, as indicated at-19, and are shown inswiveled connection ,with the under side of thecar body' at 20 thusgivingY them the and21, respectively,

It will be sufficient universal movement.

to statethat in the pivotal connection 21 of e the coupling device withthe car, provision is made for passing fluid pipes from the car into thecoupling devices. 'These uid pipes are thevusual reservoir line andbrake line pipes for operating the air brakes, andin' the same mannerpressure pipes'for operating the electrical coupling devices may bebrought in proximity to the car couplers and supported thereby in themanner to be hereinafter described.

- ln addition to providing suitable connections adjacent the carcoupling devices for operating thel brakes, I provide means forconnecting any desired number of electrical circuits between the cars.These connecting as shown for Patent Serial No.

and in the. embodi-V devices or couplers are brought into rthe couplingrelation by being contained in suitable cas'ings 22. In Fig. 7 is shownan enlarged detail'of such portions ofthese electrical coupli'ngdevices-as are necessary to understand its operation, and for furtherdetails're'ferencemay be had to my application for United States LettersPatent Serial fNo.v 815,339, led January 30, 1914, on the electricalmultiple circuit connector.

In order to understand the operation of the entire mechanism, it shouldbe noted that whatever electric circuits are desired between the twocars will be collected into the flexible conduits 0r cables 23 whichpass intothe cylinders 24 in line with and connected to the-electricalterminal casings 22.

Within the casings 22 are reciprocating heads 25 secured to the hollowsleeves 26, which extend outwardly through'the casings 24 to theexterior thereof, where they are clamped around the electric circuitcables 23. After'passing through the reciprocating heads 25, the wiresof the electric cables 23 separate and each terminates in suitableterminal plugs 27 mounted in an 'insulating head plate secured to thereciprocating heads 25, these 'insulating head plates being indicated at28. In addition tothe terminal plugs 27 in theinsulating head plates 28,there may be` terminal connections of another character, siuce theterminal plugs 27 are adapted to Abe connected and disconnected from thecontacting plugs in the forward end of the electrical coupler casing.'Such terminal connections are desirable under conditions more fullyexplained in my' application last referred to, but briey stated areV forthe purpose ofv enabling the Y Vlll contacts on the forward'faee of theelectrical caslngs to be liye connections at all times, regardless ofthe position of the reciprocating plunger 25, 28 carrying the terminalplugs 27. S'uch'a live wire'connection is illustrated by theterminalplug 29, the shank of lwhich, it will be seen, projects forwardmuch farther than the Shanks of the plugs 27, so that it is inengagement at Aalli-.`

with the spring 32 and insures constantontact between these parts, allof which are' conductors leading to the live contacter plug 1 33.Theselive contactors 33 are for certain secondary circuits, as signals,call bells and the like,'wh1ch may be and preferably are 1,223,223 l u I`B live connections at all times and of a character such lthatobjectionable larcing will not' take place in the uncoupling orcoupling.

operations.` The terminal plugs 27, however, are designed for theheavier circuits and their 4corresponding contactors 35', while seatedin the forward insulating Aplate l 36 like the live contactors 33, arenevertheless adaptedto be disconnected from the circuits during thecouplingjand uncouplingoperations, since their connections with theterminal plugs .27' are obtained through the slidable connectors 37,which have spring sockets 38 for coperating with the ter- .minal plugs27 and sliding connections at 39 with the Shanks of the contactor plugs35. The desired elastic connection between the connectors 37 and thecontactor plugs 35 and the insulating plate 36'is secured by the coilsprings 40 and 41, respectively. The

electriclcoupling casings 22 may be secured to the car coupler heads 13in any desired manner, although it is preferred that they be connectedtherewith to have a certain amount of lateral'movement, as by the hingepinsor bolts .42 which pass through the lugsy on the `upperextremities-of the casings and through .corresponding projections orlugs on the draw bars or coupler heads 13. The lugs on .the casings 22are designated by 43,44, and the correspondinglugs or projections on thecouplerA head by45, 46. lIt is preferred that the electric couplercasing ,22 be held in its normal forward position by suitable elasticmeans, as the coil s ring v 47 interposed between the lugs 44 an 45.

To refer now to the means provided in -my systeml for controlling andoperating .cylinders or other brake-operating devices.

In describing my improved system, the same reference character on eachof the cars shown in the various figures will be applied throughout todesignate the reservoir line and the `brake line respectively, 50designating the reservoir line and 51 the brake line. Since themechanism for mechanically oper.- ating the air brakes through thefluid-pressure lines lforms no part of my invention, suchmechanism isnot shown but lonly'the mechanism for controlling the fluid-pressure'lines. 52designates generally a `main valve for turningon and off thepressure in the coupling operation land corresponds to thc.-`

v ordinary 'angle valves .inA train pipes',,allz

though the same is modified from the usual j construction in themannerhereinafter seth forth to accommodateit yto .use in myy 1mproved system.'Since the arrangement of the liuid=control circuits is more ,or lessdiar grammatical, as shown particularly in Fig.

1, the construction of the devices may best beunderstood by a'description :of the mode of operation of the system in couplingandpling devices. Assuming that it is desired uncOupling-the car, iiuid andelectriccous.

to effect the mechanical coupling of the two cars, portions of .whichare illustrated in".

Fig. 1 and throughout thefseveral views, the

trainman `or operator would `take-his position in the cab of either oneor the other of the cars, and Vwould by-the usel of some suitable modeofpower not herein shown cause that car to be brought into couplingrelation with the other car, so that the coupling devices mightphysically coperate inthe manner indicated in the drawings, andparticularly in Fig. 1. It will be ,understood that the cars on causethe coupling hooksl 14 to engage, and

their beveled surfaces sliding upon each other would force `the couplerhooks 14 apart against the action of spring 16, until the normalcoupling relation is secured, when the action'of the spring 16 wouldforce the coupling hooks 14 into engaging relation, as shown inl Fig. 2,when the cars` would be mechanically coupled together. This movement ofone or the other of the cars would obviously bring the casings 22,-containing the electricy contacting devices, in juxtaposition, so thatthe live contactors .33 would immediately engage and the contactors 35would also be brought into a normal or engaging relation.. At the -sametime that the car couplers 13 are brought into engaging'relation, itwill b c obvious thatfthc reservoir and brake line connections 50 and 51would be connected through the couplers'.

-The trainman or operator would obviously,

at the time the cars come together, be in the cab of one or the other ofthe cars adjacent the controlling mechanism consisting of the maincontrol or main valvel 52 and the other controllingl devices to bepresently referred to. The coupling devices on the two cars havingbeenbrought together, it will be seen that they parts are all inoperative'relation, except that the main electric circuits have not beencoupled up, nor theliuid-pressure coming .together would first..

for operating the air brakes turned into f' the train lines through thecoupling d'evices. j This is accomplished by the trainmanor operatorfrom* the'cabyof either,`

`car (having established pressure in its reser- `voir line) operatingtheon-air-valve, the

operatingv lever of which is designated by the reference characterIt-willbe aplead to'ythe'oncylinders 52a of the mainl parent vthatthepressure on the vreservoir lines 50 will extend'throughout said pipeline up to the main valve 52, and `through the connecting branch linev541' to the auxiliary line containing the ori-valve 53. When theoperator, by pressing downwardly on the lever ofon-valve 53, opens thisvalve, he admits the pressure into the Aline 55 and l"-brakes line'- 51through the couplers and thence through the branch lines 56 which valvesin both cars. Inv this cylinder 52a the pressure of thel air will movethe double piston -valve 52b to the position shown in 'Fig 5. Connectedwith the shaft of the double piston 52b is the slotted lever 52C, inengagement with pin 52d on the shaft,

so that reciprocation of the double pistonv will rock the lever 52c andthe valve shaft 52 in engagement therewithabou't.al quarter of arevolution.` Connected with the valve shaft 52e are thetwo main valves52t and 52g, so that the rockingmovement of the shaft 52e to theposition shown, for eX- ample, in Fig. 5, will result in opening'theVmain valves controlling both the brake line pipes and the reservoir linepipes in each car. This movement will permit the reservoir line pressureto pass beyond the main controlling valve and enter the reservoir line.

50 leading downwardlyfrom this valve 1 mechanism into the bottom oftheswiveled connection 21 of the car coupling devices nor drawvheads, whichlines pass thence through the swivele'd connection through similar pipes50 leading from the swiveled connection along the under side of the drawbars,

thence upwardly, where they havesuitable terminals inthe engaging faces'of the vdraw bar, where fluid pipe connecti'onsare made with thecorresponding reservoir line onA the opposite coupler.

1n order to more readily trace thev pipe coupler head, but since aportion of this A-ro valve is interposed in the brake line forcontrolling it as well, the operation of the valve 52 operating the mainvalves in both brake line and reservoir line systems, which portions ofthe main valve. have been designated by the reference characters 52f,and52g,1the pressure will pass from the brake line 51 lea-ding from the carinto the depending portion of the brake linel leading to the couplers 13and this brake line pressure will be 1 admitte through the brake linepipev 51,

which pa rallels the train line pipe on'the under side f the draw bar inthe embodiment ofthe invention shown in Fig. 1 and passes.

thence upwardly into the draw bar and to its terminall in .the forwardface of thel draw bar, where it is connected ,with the brake line 51 onthe opposite car. The passing of the'pressure through the controllingvalve 52 into ythe terminal portions of the reservoir .line 50 of theoperators vcar will first have thel effect of raising .the pressurel inthe branch lines and 61, the former of which leads" into a cylinder 62in the draw bar 13 and behind a piston therein, whose function whenwithdrawn, by the pressure from the branch pipe '97, to the rearmostextremity of.-

the cylinder 62, is to withdrawthe piston rod 63, .shown in Figs. 2 and3, in order that its withdrawalv may,'through the connected flexiblechain 64, rock the-pivoted lever 17 to uncouple the hooked couplingdevices 14 of the car coupler. It shouldbe carefully noted, however,that the function of the branch pipe ,60 leading from the reservoir line50 1s entirely independent of any uncoupling operation, but this pipeenters the cylinder behind the piston and serves merely to plug thepiston in its inoperative position, in which it permits the couplinghooks 14; to remain in engaginj'grelation.l This is an `importantfeature of the invention and is a safety device, the complete operationof which will be described later.

The branch pipe 61 leading also from the reservoir line 50fenters thecylinders24 behind the piston 65 therein, and pressure thus applied inthis cylinder servesto operate the plungers 26 against the action of thesprings 66 to cause the electric coupler heads carrying the plugs 27 and29ito be moved forv wardly in the casings 22, so that the plugs 27 willenter their corresponding sockets 38, closing the electrical circuitsthrough the contactors 35 on each car already in engage ment;and it willbeseen that when the elec tric coupler plungers on both ca rs have beenoperated, as they will be operated almost synchronously, the electriccircuit connections will be established between the cars in addition tothe previous mechanical' coupling of the cars, and the air pressure onboth the reservoir lines and the brake lines will now have beenestablished between the p two cars. It remains, however, to note theeffect of the transmission of the pressure from 'the brake lineandreservoir line of the operators carinto the corresponding brake andreservoir lin-es in the opposite car. We have already noted that thepressure on the reservoir line being established in the opposite car,the'uncoupling cylinder thereof will also be plugged by air passingthrough ,branch pipe 60, and the electrical connections will beestablished by the operation of the piston in cylinder 24 through thebranch `pipe 61. It will be obvious that the air pressure will continuein the brake line 51 A through theswiveled connection ofthe cou-i plerhead on the opposite car, and will pass thence upwardly to the maincontrol or triple valve 52 f in the opposite car. It will be noted thatthe pipe lines 55leading from the on-valves 53 in both carsare alsoconnected with the brake lines 51 in each car. Therefore,'it will beseen that when pressure inthe brake line l51 on the opposite car isestabli'shed beyond the ncoupllng devices., pressurewill be built up inthe branch pulpe4 55,

which will be communicated to the branch" pipe 56 which is incommunication with the. main control or triple valve mechanism 52 inthemanner already described. The result of this construction is thatwhen the cars are mechanicallycoupled and the operator in one ofthelcars .operates the main valve 52,

the pressure thus turned into the brake line 51 between the controllingdevlce's on the ends of the two cars will vbecome Aimmediately effectivetomove the piston 52b in the opposite car atabout the same time 'thatthe piston 52b is moved on the car in.which the operator is stationed,so that the main con-- trol or triple valves 52 in both cars will `beoperated synchronously, or nearly so, when lcarsare in couplingrelation, when the op ator opensthe on-valve in eithercar 301 I lbeapparent, therefore, that with two car equipped ,with the improvedcar, air .and electric coupling' devices ofthe charac-v f .g fterabovedescribed, 1t will be only necessary for the operator, in lorder toeffect thecomis. preferably provided to show ytheposition, 'O the maincont-rol valve mechanism 52. In Fig. 5,..the casingv of the controlling"plunger 52b for the valve `is shown provided 5 withl bindingv postsinsulatedv therefrom,

plete airand electric-'coupling of the two cars, to operatethe on-valve53 -in the car in whichthe pressure has already been lbuilt up in thereservoir and the reservoir line. V'

: In orderthat -the trainmanl or operator may know that-the air andelectric coupling devices have been operated, indicating means whichserve as terminals for the wiring conf nections 68 and 69, in whichcircuit as shown in'Fig. l is interposed the electric signal lamps 67,the circuit being energized by fa battery aslindicated at 74. vThebinding postsin the lcasing 52a are provided,with

spring'terminals 7 0 and 71, normally sepav'rated but adapted to bebrought into engage- "nent to close the circuit by'ablock or 'pro-vjection 'Z2-secured by screw 7 3 to the plunger rod 52".I Y By thisconstruction, it will be seen that-,the electric circuit 68,' 69'willbel closed arid; the lamp-167 lighted wheneverthe .piston 5215;V ismoved to theposition .shown for exampleji- Figp, andthe controlling,

valve mechanism is operatedto couple the air and electric connectionsbetween the cars.

I f care-:be taken to place the signal lights' 67 in* aposition wherethey may .sbeobservfed from the trainmans position on both cars,

it will be seen that he will be appriscd when the lights appear on bothcars that both the controllingvalves 52 have operated. 4'

Having now described the complete operation 4of coupling cars vwithrespect to the fluid and electrical connections as well as themechanlcal coupling, the operation of the device in uncoupling and adescription of the means employed will -nowbe given.

Reference has already been made to the Acylinder 62 fand the piston 63therein -for operating the car coupling devices in order to causethecouplerA hooks 14 to separatein uncouphng. Interposed between the-re'servoirA line 50 in eachcar and the housing of the control valve`operating piston 521. is an The outlet of the pipe 50a in thehousing-52x isA through a reduced passageway leading into theextreiriityofthe ocylinderbehind thepiston in that cylinder. Thisreduced opening is designated by the -reference 'character 52y and isadapted to be closedby-a spring valve 52z seated against a-shoulder in'the'passage and held normally in piosition to close the opening intotheoii cylinder by a coil spring 52m interposed between the valve and ascrew plug 52u or other` part on or sconnected tothe housing. Alconvenient construction isthat `illustrated in Fig. 5, inv

` which vthe normal opening-in the housing is, closed by a plug 52Pwhichis pierced vertif` Y cally .by the reduced opening 52y and by anextension of this opening extending at-right angles thereto andcommunicating with an openingpassing into'the ofi?- cylinder -behind thepiston therein. The auxiliary housing 52x ,isi preferably extendeddownwardly and considerably enlarged rtofcontai'n an' electricalsolenoid,- the coil of which is indicated-at 521, 'and a movable plungerextending -vertically through the center thereof at 52f. This plungerhas its upper extremity in the formA of a valve adapted to seatagainst asuitably formed portion in the plug 521 and at the lowerextremitythereoi Below the plug 5215-in the housingv isan'enlarged--cavity around the up er'extrem'ity of the plunger barr 52r,and rom this cavity or chamberv *there is a vent as indicated 'at 52sleading to" the atmospheregy There is a` smallpin or shaft 5,2tinterposed between thevalve 4on the upperv extremity of the plunger bar52r and the lowerl extremity -of-'the springcontrolled. valvei52z. v'Thearmature 52a has a downwardlyl projecting'fportion 52 which progectsbelo'w the' lower extremity "of the housing'52", and k'it will 'be seenthat if the electrical solenoid should for any reason prove in'eectivein operating the armature to admit pressure from the auxiliary reser-.voir line 50a to the main valve operating piston 52", thetrainman mightmanually Y elevate the .plunger bar 52, which normally .is adapted toAbe operated by the solenoid,

and the same result would be obtained; vthat is, the elevation of theupper or valve end of the plunger bar 52r would close the opening inthelowerJend of the plug 52p and by contact with the stem 52t would openthe valve 52z 4against the action of 'spring 52*n and permit thepressure from the auxiliary will energize the solenoids in both carsin'v air line 50a to enter behind the piston 52" and cause it to bemoved to the opposite eX- tremity ofthe casing from that'in'dicated inFig. 5, which would result in giving the vtriple or' controlling valves-eacli about a quarter turn, which would close the valve in thereservoir line 50 and would also close that portion of the valvecontrolling the brake line 51. vAny suitable electrical means may beprovided for energizing the-solenoid 521. In the presentembodiment.ofthe-in` .ven'tion as particularly shownin Fig. 1, the

battery` 74 is utilized fonthi's purpose and the circuit tracedtherefromto the solenoid is from the battery by -way of the wire 80,4

throughzcontact-Sl of lthe oH-switch, the button'of which is indicatedat 82, the wire 83 into the binding-post of the solenoid 52',

thence through the solenoid and wire 84 into` the cable 23, then'ce.through the electrical multiple connectors in constant engagement asindicated at .33 in the drawing Fig. 7,

thenceout ofcable 23 on companion coupler.

through wire 85 to the binding post of the solenoid 52q on the oppositecar, thence out of the solenoid through wireA 86 to the oli'- Sswitch 82on car A, thence through'contact 87 wires 88 and 89 to the truck ofwheels 12, by which it is grounded through the rail 1l to the truck oncar B, whence the circuit may be traced along the corresponding wiringsimilarly designated as 89, back to the battery74 on the car ilr whichthe oper- -ator is stationed.v It will beobvious that if the trainman oroperator be stationed inthe opposite car, the closing of the o-switch 82the same manner, .and the circuits in either direction may be tracedthrough the corresponding wiring similarly; designated. The off-switchleverl and button 82 are controlled by suitable elastic means, asthe'compression coil spring 90, by which the switch is normally heldagainst the contact 87j, and it will be 'seen that whenthe operatorpresses the oit-'switch button 82 and operates the switch lever to aposition where 'the switch is in contact with the terminal 81, the con-Vtact will remain unbroken onl. so long as" the operator maintains theobutton -and switchglagainst the pressure of the return spring. The oeration of the solenoid plunger 52T, in so ar as its eiect on the move--ments of the main valve is concerned, will be the, same whetheroperated manuallyV or by the solenoid mechanism just descrlbed.

From the preceding description it will be seen that by the electrical orhand manipulation of valve 52z reservoir pressure to operate the mainvalve to the off position will be admitted intothe o Acyliifrder 52dbehind the piston therein to operate piston rod 52". It will also benoted that brakeline pressure will be. effective whenever the valves'are opened in cylinder 52, and therefore provision mustbe made foroperating the piston inythe oli cylinder against this brakeline pressurein cylinder 522V This is accomplished, as illustrated in Fig. 5,by'inaking the oliiA cylinder and its corresponding piston ofconsiderably largerdiameter than the on cylinder and piston, so that thearea in compression being greater in the oli cylinder this `cylinderwill be effective -to overcomea like `The closing of the controllingvalves inthe manner described will break the switch con" nectionsbetween the contacts 7 0 and 71, and will cutout the signal lights 67 in-both cars upon the shifting of the control valve 52h, which willindicate to the'operator that these valves .have been closed. Theclosing of the control -valves 52H and 52g, which operation occurssimultaneously, will have the effect vof'shifting the main passage ofthe valve 52f to a position where it will-be mit lll@

in communication with the vent 52h..leading y to the atmospherethrough'the wall of the casing. This will allow the pressure in thereservoir linebetween the control valves on each of the two cars and thecoupling devices to escape through the angular vent 52l in the valve52?l from between the main valves on each of the two cars, this pressure120 -escaping .to the latmosphere through lthe vent ,52h described.Thu`s` itwill be seen that v when the off-'switch 82 is operated by thetrainman or operator in either of the two coupled cars,'theeiect oftheelectriccon- 125 nections will be not only to operate the control valvesto their'closed position, but the venting of the reservoir lines betweenthese valves in each car will exhaust the'pre'ssure not only inthese'lines but in'the auxiliary 13G connectionsor pipes 460 and 61, theformer of which, as described, plugs the car coupler operating cylinder4and lthe latter of which is'designed vnormally to maintain the plungerscarrying the electric coupling devices 1n their contacting or operativepositions, to

which position they are moved by compressing the return coil spring 66referred to. It will be apparent, therefore, that the venting 'of thereservoir line connections betweenv the controlling valves in the twocars will release the pressure in these auxiliary pipes 60 and 61, whichWill remove the .plugging effect upon the car uncoupling cylinder and 15Will also relieve the pressure'behind the piston operating the plungercarrying the elec trical connections, so that this piston Will bereturned by the action of springto itsretracted' position, breakingallof the electrical connections in each of the electrical connectors onboth cars with the exception of the contact plugs 33. Although at thistime the electrical connections, with the eX- ceptionof the secondarycircuits, Will have been broken, it yet remains to operate thecarcouplers, which may now be done by operating'the uncoupling valve 95,which will permit air from the reservoir line 50,. 4through theconnection 5 4, through pipe 96 '-into the Imain valve 52. The operationVof the main'valve 52f to bring the .valve to closedv positionfollowing'the operation of the olf buttons 82,controlling the solenoidcircuits, Will have thel effect Vof opening the interlocking valve 52",.admitting air through the pipe` 96 into pipe 9"(` which enters thepistoncylinder 62 on the forward v side' of't'hepiston and causes thepiston rod 6319a be moved toward the rear end of the cylinder'- and thus'operating the car un` coupliii cam 18, which Will separate both thevhoo edcoupling devices 1.4 against the action of their retainingsprings 16, and will lpermit them to separate and hence permit the`separation of the couplers' 'andfthe .me-

chanical uncoupling ofthe cars.' It'will be nism descrihedf'lis. sovarranged that it 'will be impossible 4for the operator to operate theloli' air valve vand so disconnectthe'car. couplers beforeV disconnectingthev electrical cou-" pling devices, forl the reason that the operationof they uncoupling lever prior .tothe operation ofthe oi electricypush-button 82 wouldA merely result in admitting air pressure. from.the reservoir line linto the' pipe 96, buty the position ofthe mainvalve ,would l block the pressure until the nain valve is operated toits "cl'osed'positi'on With respect to the brake line and the reservoirline; yIt Will also be-seen 'that the branch line 60 e' leading from thereservoir' line system Will admit pressure from the reservoir line be4`hind the pistons operating the uncoupling devices vWhenever thepressureis admitted through the reservoir line branchesy 61' to forcethe electrical `connecting devices 'in' circuit. This is an importantfeature'of the 7'5'y invention, insuringy that the mechanical uncouplingdevices vwill not permit the separation of the cars while the mainelectrical 'circuits are closed, for separation tof the cars i undersuch conditions 'would result 'in destructive arcing between. liveconnections carrying circuitsof high potential.

In Fig. 1, the reservoir line systems 50 and the 'brake'line systems 51yare shown' connected -by the usual t-rainmans or servga' ice valve 100,which may be operated through levers 101 inthegapplicationof the servicebrakes, in the manner common in this art.

In order to provide mean'sjbyWhich any operator may,if desired, coupleor uncouple thecars While he is located on the ground near the couplingmechanism .of the cars, I show means consisting-of two' additionalvvalves 102 and 103,. which are provided forI this purpose and which maybe' positioned 95 as indicated .under the platform of each' end`ofeach--car. `To prevent cemplicating'the' drawings, I have "shownthese' parts only on the under platform of carB, Fig'."1.` The operationVof these additional valves Williacf 100 complish the same results asthe valves y53,

95, andthe vswitch button 82, Vallfof Whichf 'haveloeen heretoforedescribed. It is shown' in Fig9 howthe electric button sWitchfSQ` may becombined With: a valve mechanism' so'.l that theoperations'of theseparts'will corrie! spond to the combined operations of`valvel 95' fandswitch 82;.,

.. 4 seguid, ieb'eY aesiiiei` to, peiofm' enig; 4.. "pling of ,the cars,A'and Bfr-om theground`,

the trainman, afterthe mechanieal. couplers .13 are infcoupledfposition,Will Vpress' lille button or operating lever i of the v"o1i ,valve 102,:which will allowfthe Apressure in the, i reservoir line50 in the carinwhich a pres- 115 sure has been established', tol escapethrough, `y thepipe 104;, valve 102 and pipe 1O 5,ii i t'oj the brake line 51betweenfthe main valves' 52. This will ybuild upfa `pressure inythebrak'e lines 51 and pipes 5556, operating thek valves' 52 totheirenfposition, asy heretofore described, bythe operationof valve 53from the cab'of'the car. Whenijt is," desired to' uncouple the car andB, thebtto Or'lrer .106. @fthe 011i# valve` 103`is pressed by a trainmanfrom' a position on the ground, forciiigdovvnfthe stem 1;.07 wie 9 ,;7.ausng the, springloit' press down the insulated plate .or Contact' lesfdisk-1109. onto 'th contatteremo, ehesten:

covering its seatand allowing the pressure pleting the:4 circuit betweenthe wires 80 and 83'. This Win energize the solenoid 52q and turn oli'the valve 52 in the same manner .that'the bottom'- switch 82, asheretofore de-r in the reservoir line of car B t'o pass through thepipes 113 and 114, up to the connection in the pipe 96 through the valveopening 52, down pipe 97 and into the forward end ofthe uncouplingcylinder 62, forcing the same backward against the action of the springshown therein and operating the cam 18 which separates the couplerhooks14', thus disconnecting the mechanical coupling evices.-

In practice, the main valves 52,. together withtheir piping, will beplaced in an out-` of-the-way place-as in the car body or under a seatin the car. ,The oE-valves 53,-95 and the push switch 82,'together withthe signal lights 67 would be placed in the cab at each end of the carswhere they would be convenient for manipulation and inspection.4

While the signal `system shown specifically vin Fig. 1 and heretoforedescribed is of sim'- ple c onstruction and offers the advantage of whatmay be termed the testing-out posi-A By 'tracing lthe circuit when thevindicating at once.- to the operators eye` which main valve has failedto work, the operator may become careless and only observe that onelight is on, failing to look at the condition of the signal light inthecompan-` ion car, and thus fail to observe that the companion light isolf and wrongly assume that both main valves have been operated.

To overcome this carelessness on the part vof the operator, two modifiedsignal systems are shown in Figs. 10 and 11, the views in boththese-"figures being diagrammatic. In. Fig. 10 the signal lights 67oneach car are connected I switches 115 placed in the cabs of each carare for the purposeof testing out the lights to indicate if the main orcontrol valves in each car are in their proper positions. The

v they have been tested out in the manner deswitches 115,l as shown-.inFig.' 10, are in tion. switches 115l are in the positions shown in Fig.10, it will be found that the c'urrent will flo?7 from battery 74 on thecar B, through wi e 89, rail 11,. up the wire 89 on car A, qdown wire118 on carA, to the' point 116 of sw' ch 115,:through switch 115, wire69'., ht 67 `wire 69, spring contacts 70 and- 71 in series and thethree-way-l of the main valves, through wire 68,'into the cable 23 ofthe electrical coupler 22, through similar contactors of coupler 22 asshown at 23, 34, 30, 32 and 38, Fig. 7 then out of cable 23 of car B, upwire 68, through spring con tacts 71 and 70, wire 69, light 67, wire69,switch 115 on car B, up wire 119, and thence to the battery 74,completing the circuit.

Should it be desired to turn oiii the lights after making a test out,rather than to allow the lights to burn constantly when the cars are incouplin vrelation,the operator, should he be in car would shift theswitch `115 from 'contact point 116 to contact point 117, which wouldconnectthe batteries 74 in opposition to each other, and no currentwould flow.

After `shifting the switch- 115 of car A, to contact 'poi'nt 117, asldescribed above, the operator may if desired test out the position ofthevalves 52 while in the car `B by shift-4 ing the. switch`115'of4 car Bto the contact point 116.' This will reverse the flow ofcurrent throughthe circuit, :butvinstead of taking current from the battery 74 of car Bthe-current'will be taken from the battery of car A. When the operatoris through testing out in car B, he should, inlorder to turn olf thelights 67, shift the switch, 115V of car B back to the contact point117.

Fig. 11 is a diagrammatic view of a'modified form of signal system,lwherein the signal systemsof Fig. 1 and Fig. 10 are combined to utilizethe advantageous features of each system in a single system.

1 11 Fig. 11, the three-way switch 115 is interposed in the 'line 68 vofcars A and B 'and having the Contact point 117 'connected with the wire68T and theswivel point of switch 115 connected with the other point ofwire 68 leading t0 the binding post of spring 471. When the switches 115of cars A and hand or push switch 119".4 yThese switches 119.b arenormally heldv in 'contact with the terminals of'wire's 121, whichlatter wires are vfor the purpose'of shunting the batteries 74.

The object of the spring switch 119 is t0 automatically turn oit' thelights 67 after under some conditions.

switch 115 to'contact point 117, all in car y A, and again press theswitch button 119". If the -light 67 in car A should then show asburning, it would indicate at once that the trouble is in car B. On theother hand,- if the light 67fin car A did not turn on when switch 119bis operated, it would indicate to.

the operator that the trouble is in car A, the main valve of which has'not yet operated.

The pressing of switch 119b in car A would close the circuit frombattery 74 of car A, when the current would flow -through wire 89, rail11, up wire 89 of car B, by way of wire 121, through ythe switch 119" ofcar B, through light 67, wire. 69, spring'contacts 70 and 71, wire 68,switch 115, down wire 68', through the cables 23 and the' couplers 22 asalready described, thence up wire- 68 of canA to the terminal point 116,through switch 115, down wire 68, through springs 71 and. 7 (l,` wire69, light 67, through switch 119,. and by way ofpwire 120, rememberingthe switch 119 is operated against spring 1-19a, and thenceto battery74:, completing the'circuit. 4By pressing the switch 119 of car B, thecurrent through the same circuit is reversed in both cars A and B,shunting the`battery'in car A and using the battery incarB.

In order that -the invention might be understood, the details of thepreferred embodiment have 'been shown and described,

but it is not desired to be limited to the details shown, since it isapparent that persons skilled in the art may resort to variousmodifications and arrangements 'of the features shown and describedWithout departingfrom the purpose and spirit of the invention.

' l/Vhat I claim is:

1. system of train pipe coupling for two cooperating cars comprisingaplurality of Huid-pressure connections through the coupling devices,means on each of the cars for controlling the fluid-pressureconnections, and means whereby these connections onjthe'two cars may beopened or closed by the'operator from a station in either of the twocoperating cars.

2. The combination with a coupling device for cars comprising aninterlocking device adapted to coperate with a similar device onalcompanion car, a fluid pressure system and an electric system in eachcar,

fiuid and electric coupling devices associatedl with said carvcouplindevice and adapted to coperate with similar fluid and electric couplingdevices on coperating cars, controlling means for saidv car, fluid and'electric coupling devices, comprising means for opening and closing thefluid-pressure system rofthe car in relation to the fluid-pressurecoupling devices, and means for operating the car and electric couplingdevices from the fluid pressure system.

3; In a coupling system for cars, the combination with a brake line anda reservoir line, of car` coupling devices, coupling terminals for lsaidbrake line and reservoir line adjacent the car coupling devices, means'for controlling the pressure from said brake line and said reservoirline to the coupling connections comprising an electrically operatedpilot valve, 'a main controlling valve in each of said brake line andreservoir line, and a fluid-pressure operatedI valve controlling saidmain valve and under the control of the said pilotva-lve.

4. In a system of car, fluid pipe and electric couplin devices .on twovcooperating cars, the flui pipe, coupling connections being on thefaces of the car couplers, means whereby thefluid pipe connections maybe controlled on both of two coperating cars by an operator from one ,ofthe cars, and means controlled by the operator .for moving the carcoupling devices to their operative or. inoperative position, lsaidmeans being actuated from the fiuid pipe connections.

5. In a system of train pipe coupling decombination with car couplindevices, of means whereby a plurality of uid-pressure connectionsterminating in the faces of the coupling devices are controlled by' theoperavices on a plurality of lcoperating cars, the

tor from one of the cars comprising controlling valves `in elach of thefluid-pressure connections, and means for operating said controllingvalves synchronously in each of the Huid-pressure' connections in eachindividual car.

6. A system oftrain pipe coupling devices on a'plurality of coperatingcars comprisinga'plurality of'fluid pressure connections Y and car andelectric coupling devices between .coperating cars, controlling Avalvesin each of the cars interposed in each of the fluid-pressureconnections, means for operating' said controlling valves in? thefluidpressure connections on each car synchronously comprisingfluid-pressure operated devices, and electrically operated means foroperating the last said devices, said means being under the control ofan operator Afrom his cab or station in either of ing cars. l rIhecombination with a coupling device for cars comprising an interlockingthe coperatdevice adapted to coperate with a similar device on acompanion car, fluid and `electric coupling devices associated'pwithsaid car couplingv device and adapted to coperate with similar fluid andelectric coupling devices on coperating cars, controlling means forsaid'car, fluid, and electric coupling devices comprising means foropening andv closing the Huid-pressure system of the car in relation tothe fluid-pressure coupling devices, fluid-pressurev operated means foroperating the last said means, anl Velectrically operated valve forcontrolling the fluid-pressure operating means', and means under thecontrol of an operator from'his cab or station in either of twocompanion cars for opening and closing the said electrically operatedvalve.

8. A system of tram pipe couplingfor two cooperating cars comprising aplurality car lcoupling device and adapted to coper'- ate with similarfluid and electric coupling devices on coperating cars, controllingmeans for the said car, fluid and electric coupling) devices, comprisingvalve mechanism for opening and closing the fluid-pres# sure' system' ofthe car in relation to the Huid-pressure coupling' devices,electropneumaticafllyfoperated means for controlling the saidV valvemechanism, and means for operating the car and electric coupling devicesfrom the fluid-pressure system. 10. Ina system .of train pipe couplingdetwo vsubscribing of Feb., A. 11.1914.

vices on two coperating cars, comprising a Huid pressure line, thecombination with valve I nechanismv *for controlling the pres'- sure vinsaid line, means for operating the saidl valve mechanisms on both cars4vto the Y open position by the bringing up of the pressure 1n the linebetween said valve mechanisms, and` means for admitting the fluidpressure from a suitable source of pressure supply to the line. betweensaid valve mecha .nism all under control of an operator in either ofJthe cars. Y

1I. In a system of train pipe coupling devices on two coperating carscomprising a fluid pressure line', the combination with valve Vmechanismfor controlling the pressure in said line, means for operating the saidvalve mechanisms on both cars to the open position by the bringing up ofthe .pressure in the line between said `valve mechanisms, means -foradmittingv fluid pressure from the source. of fluid pressure supply tothe line between said valve mechanisms by an operator A stationed ineither of the cars, and means also operable by an operatorV from astation in each of the cars for closin l Said valve. -mechanisms in bothcars by a 'tting fluid -pressure from the source of fluid pressuresupply.

In testimony whereof E have signed my name to this specification, in thepresence of witnesses, Aon this 25th day CHARLES n. ToMLiNsoN. Y

Witnesses:

Enwaan F. WICKWIRE, A. LYMAN PRICE.

